concept of operationsoperational concepts for the storm program meeting the needs of traveling...

April 2019

Statewide Traffic Operations

and Response Management

Program

Concept of Operations

STATEWIDE TRAFFIC OPERATIONS AND RESPONSE MANAGEMENT PROGRAM | Concept of Operations

APRIL 2019 i

CONTENTS

1 INTRODUCTION .............................................................................................. 4

1.1 Purpose of Document ..................................................................................... 4

1.2 Project Scope .................................................................................................. 5

2 REFERENCES ................................................................................................... 6

2.1 Reference Documents .................................................................................... 6

2.2 Stakeholder Identification Visits .................................................................... 6

2.3 Stakeholder Surveys ........................................................................................ 6

2.4 Acronyms and Terms ...................................................................................... 7

3 PROJECT OVERVIEW ...................................................................................... 9

3.1 Background ..................................................................................................... 9

3.2 Description of Current Operations ................................................................. 9

3.2.1 Overview ............................................................................................................................................ 9

3.2.2 Regional Operations ........................................................................................................................ 9

3.2.3 Software and Systems ................................................................................................................... 12

3.2.4 Connected Vehicles and Emerging Technology .................................................................... 14

4 USER-ORIENTED OPERATIONAL CONCEPT DESCRIPTION ........................... 15

4.1 Project Mission, Vision & Goals .................................................................... 15

4.1.1 Mission............................................................................................................................................... 15

4.1.2 Vision ................................................................................................................................................. 15

4.1.3 Goals ................................................................................................................................................. 15

4.1.4 Objectives ........................................................................................................................................ 16

4.2 Policies ............................................................................................................ 19

4.3 Constraints/Challenges ................................................................................ 20

4.4 Stakeholders .................................................................................................. 20

4.4.1 Internal Stakeholders ..................................................................................................................... 20

4.4.2 External Stakeholders .................................................................................................................... 22

5 STATEWIDE TRAFFIC OPERATIONS AND RESPONSE MANAGEMENT

PROGRAM CONCEPT .................................................................................. 24


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5.1 Program Needs .............................................................................................. 24

5.2 Program Organization .................................................................................. 26

5.3 Traffic Signal Maintenance........................................................................... 26

5.3.1 Preventative Maintenance .......................................................................................................... 26

5.3.2 Asset Management ....................................................................................................................... 27

5.3.3 Local Agency Assistance ............................................................................................................. 27

5.3.4 Automated Monitoring and Remote Troubleshooting ........................................................... 27

5.4 Traffic Signal Operations ............................................................................... 27

5.4.1 Proactive Operations .................................................................................................................... 27

5.4.2 System Efficiency ............................................................................................................................ 28

5.4.3 Coordination and Signal Systems ............................................................................................... 28

5.4.4 General Design and Specifications ............................................................................................ 28

5.5 Software and Systems ................................................................................... 28

5.5.1 Center To Center ............................................................................................................................ 29

5.5.2 Third Party Data Feed .................................................................................................................... 29

5.6 Connected Vehicles and Emerging Technology ...................................... 29

5.7 Program Summary ........................................................................................ 30

6 PERFORMANCE MEASURMENT .................................................................... 31

APPENDIX A - 13-6 – IT DEVELOPMENT PROCEDURES .................................... 33

APPENDIX B - 6785-1 – TRAFFIC SIGNALS ....................................................... 37

APPENDIX C - 6785-2 – LEFT TURN PHASING .................................................. 41


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TABLES

Table 2-1: Acronyms & Terms ........................................................................................................................................ 7

Table 4-1: Objective to Goal Mapping ....................................................................................................................17

Table 5-1: Program Needs ...........................................................................................................................................24

Table 6-1: Performance Measures .............................................................................................................................31

FIGURES

Figure 1-1: Systems Engineering “V”- Diagram .......................................................................................................... 5

Figure 3-1: GDOT Existing Traffic Signal Programs Organizational Chart ............................................................11

Figure 3-2: GDOT Existing Traffic Signal Operations Applications ........................................................................12

Figure 5-1: GDOT Proposed Traffic Signal Operations Applications ....................................................................29

VERSIONS AND APPROVALS

Date Approval Version No.

Version Update Comment

3/22/2019 2.0 Update to version 1.0 released in 2011

3/28/2019 2.1 Revised to address GDOT review comments.

4/15/2019 2.2 Revised to include the program name and updated diagrams


APRIL 2019 4

1 INTRODUCTION

1.1 PURPOSE OF DOCUMENT

The purpose of this Concept of Operations (ConOps) document is to define the envisioned operational framework

for the Georgia Department of Transportation (GDOT) Statewide Traffic Operations and Response Management

(STORM) program. The ConOps captures the existing conditions; establishes the reasons for change; identifies

stakeholders; communicates users’ needs and expectations; and provides the overall concepts used to govern

the implementation and execution of the STORM program.

This ConOps was developed following the systems engineering process. The International Council of Systems

Engineering (INCOSE) defines “systems engineering” as follows:

“Systems Engineering is an interdisciplinary approach and means to enable the realization of successful systems.

It focuses on defining customer needs and required functionality early in the development cycle, documenting

requirements, and then proceeding with design synthesis and system validation while considering the complete

problem (Operations, Cost & Schedule, Performance, Training & Support, Testing, Manufacturing, and Disposal).

Systems Engineering integrates all the disciplines and specialty groups into a team effort forming a structured

development process that proceeds from concept to production to operation. Systems Engineering considers both

the business and the technical needs of all customers with the goal of providing a quality product that meets the

user needs.”

Systems engineering is a stepped and incremental process of relating the various stages in the system life cycle

to one another. The systems engineering process is often graphically described as the systems engineering “V”

Diagram, which is shown in Figure 1-1. The process reads from left to right, starting with the Regional Intelligent

Transportation System (ITS) Architecture. Planning and design activities along the left side of the “V” become

further defined and detailed towards implementation. From the bottom and up the right side of the “V,” integration

and subsequent graduated testing verifies design and system requirements were met. The results trace back to

their related design or system requirement and recompose to validate the operational concepts and scenarios

identified in this ConOps.

The ConOps document aims to identify high‐level user needs and system capabilities later used to develop the

requirements of the STORM program. The ConOps document derives from extensive interviews with the

stakeholders and users of the current programs. The ConOps document development gives stakeholders the

opportunity to provide their input on how they want the program structured, implemented, and managed. The

document is the users’ document and should reflect all their needs accurately.

The ConOps is a living document and should be modified throughout the lifecycle of the program.


APRIL 2019 5

FIGURE 1-1: SYSTEMS ENGINEERING “V” - DIAGRAM

1.2 PROJECT SCOPE

The primary scope of this project is to update GDOT’s traffic signal program ConOps document. The update will

capture the evolution of the traffic signal operation programs and guide the integration of the programs into a

cohesive statewide program. The ConOps will be supported by information gathered from those who are involved

in the current traffic signal programs and from reviews of the best practices from the other states’ traffic signal

programs. The project includes conducting interviews with GDOT and consultant staff who are actively engaged

in the programs. Questionnaires will be used to gather stakeholder input on the current programs and to gather

needs for the programs as they evolve. The information gathered will be used to document the goals, vision and

operational concepts for the STORM program meeting the needs of traveling public, GDOT, and local agencies.


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2 REFERENCES

2.1 REFERENCE DOCUMENTS

The following documents were referenced in developing the GDOT STORM program Concept of Operations

document:

• Regional Traffic Operations Program, Concept of Operations, URS, February 2011

• Georgia Department of Transportation, Automated Traffic Signal Performance Measures Reporting Details, Atkins, December 2016

• TEAMS Standard Operating Guidelines, August 2018

• Standard Operating Guidelines, Traffic Signal Operations Specialists, Draft - May 2018

• Draft GDOT Traffic Signal Maintenance and Operations Plan, October 22, 2018, Revised February 5, 2019

• UDOT Traffic Signal Management Plan, February 5, 2016

2.2 STAKEHOLDER IDENTIFICATION VISITS

A series of on-site visits with GDOT staff and consultants were conducted. The purpose of the meetings was to

gather information about the current traffic signal maintenance and operations programs. A list of on-site visits is

provided below:

• Regional Traffic Operations Program (RTOP) Manager – January 16, 2019

• Regional Traffic Operations Program (RTOP) Supervisor – RTOP 1 & RTOP 3 – January 16, 2019

• State Traffic Signal Engineer & Regional Traffic Signal Operations (RTSO) Manager – January 17, 2019

• Assistant State Traffic Engineer – January 17, 2019

• Jacobs Engineering – January 17, 2019

• Regional Traffic Operations Program (RTOP) Supervisor – RTOP 2 & RTOP 4 – January 18, 2019

• Arcadis– January 18, 2019

• State Traffic Engineer – January 22, 2019

• Kimley Horn & Associates – February 7, 2019

• AECOM – February 14, 2019

2.3 STAKEHOLDER SURVEYS

An online survey was prepared and hosted to gather local agency input related to GDOT’s existing traffic signal

programs. A sampling of local agencies was provided a link to the survey. Survey results were compiled from the

following local agencies:

• Cobb County

• Dekalb County

• Gwinnett County

• Paulding County

• City of Alpharetta

• City of Atlanta

• City of Brookhaven

• City of Dalton

• City of Gainesville

• City of Rome


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2.4 ACRONYMS AND TERMS

Table 2-1 lists and defines selected project-specific terms used throughout this ConOps document.

TABLE 2-1: ACRONYMS & TERMS

Acronym/Term Description

AD Administrative

ATSPM Automated Traffic Signal Performance Measures

C2C Center to Center

CATT Center for Advanced Transportation Technology

CCTV Closed Circuit Television

CID Community Improvement District

CO Collaboration

ConOps Concept of Operations

CU Customer

DO Documentation

DOT Department of Transportation

DSRC Dedicated Short Range Communications

Engr Engineer

FHWA Federal Highway Administration

GDOT Georgia Department of Transportation

INCOSE International Council of Systems Engineering

IT Information Technology

ITS Intelligent Transportation Systems

LAN Local Area Network

MA Maintenance

MARK Measurement, Accuracy, and Reliability KIT

MOU Memorandum of Understanding

OP Operations

PE Personnel

PeMS Performance Monitoring System

PII Personal Identifiable Information

PM Program Manager

PTI Planning Time Index

RD Reports and Data

RFP Request for Proposal

RITIS Regional Integrated Transportation Information System

RSU Roadside Unit

RTOP Regional Traffic Operations Program

RTSO Regional Traffic Signal Operations

SME Subject Matter Expert


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Acronym/Term Description

SO Software

SOP Standard Operating Procedure

SPaT Signal Phasing and Timing

STORM Statewide Traffic Operations and Response Management

TBD To Be Determined

TCC Traffic Control Center

TE Technology

TEAMS Traffic Engineering Asset Management Software

TMC Transportation Management Center

TMDD Traffic Management Data Dictionary

TSOE Traffic Signal Operations Engineer

TSOS Traffic Signal Operations Specialists

TTI Travel Time Index


APRIL 2019 9

3 PROJECT OVERVIEW

3.1 BACKGROUND

The Georgia Department of Transportation (GDOT) operates and maintains over 3,000 traffic signals across the

State of Georgia, out of approximately 6,500 on-system signals and over 10,000 total traffic signals in the state.

GDOT also manages and operates over 200 interstate ramp meters in the Metro Atlanta area.

Of the on-system signals not maintained and operated by GDOT, the local municipalities and governments rely on

GDOT support with much of the equipment and infrastructure required to operate these signals. There are

approximately 100 local agencies and municipalities in the State of Georgia that operate and maintain their own

traffic signals and systems, relying on the Department for support in these efforts. The programs GDOT offers for

support range from detector repair and maintenance all the way to active management of a traffic signal system.

The driving public expects the traffic signal systems to consistently operate in an efficient and safe manner.

Regardless of jurisdiction or route, it is expected that every signal operates with the same efficacy. The typical

driver also does not associate a signal with a particular jurisdiction, as GDOT is typically considered responsible

for any malfunction or operational inefficiency on a roadway. This increases the need for GDOT to have a more

active role in establishing and enforcing region-wide and statewide maintenance and operational standards.

GDOT currently has communications to over 6,000 traffic signals on a single centralized system, all operating on

the same firmware in the field controller. Communications to these signals is over either a fiber optic network or

4G LTE wireless communications. This system also logs high-resolution controller data for all the signals

connected to this network, providing for remote and automated monitoring of performance metrics through open-

sourced software platforms.

3.2 DESCRIPTION OF CURRENT OPERATIONS

3.2.1 OVERVIEW

GDOT has seven district offices throughout the state. Each of these district offices has its own traffic operations

group, which consists of engineers and technicians dedicated to the maintenance and operations of traffic signals.

Permitting is a big focus of the district staff, as well as front lines for maintenance and emergency repair of traffic

signals. The central staff, located at the Transportation Management Center (TMC), focuses on programmatic

activities and statewide initiatives, such as contractor and consultant support.

3.2.2 REGIONAL OPERATIONS

GDOT developed traffic signal programs to manage the traffic signals throughout the state of Georgia. These

programs support different geographical areas of the state but are intended to address local and regional

transportation needs in a consistent manner leveraging methods and techniques learned from each program.

These programs are the Regional Traffic Operations Program (RTOP) and Regional Traffic Signal Operations

(RTSO) program and are described below.


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3.2.2.1 REGIONAL TRAFFIC OPERATIONS PROGRAM (RTOP)

GDOT manages RTOP in the Metro Atlanta area. With active management of over 1,900 signals, the RTOP

utilizes many advanced features in traffic signal software to provide optimum operation of traffic signals. These

signals are found on several “regionally significant corridors” throughout the Metro Atlanta area. Many of these

signals have CCTV cameras located at each intersection that allows for remote monitoring, which reduces

response time and allows for more wide-spread active management.

RTOP originally focused on corridors of regional significance, meaning those corridors that carry high volumes of

vehicles and which experience recurring congestion. A secondary focus was added to include corridors that were

important to mobility throughout the region. As RTOP matured and expanded regionally, the program shifted from

a corridor to a zone approach. This change was implemented to more efficiently manage their human resources

and allow for better regional coordination.

There are multiple RTOP consultant contracts for signal maintenance and operations. Each consultant contract

oversees an area and the consultant provides an area program manager. The areas are divided into zones.

Each zone has a zone manager. The RTOP 1 consultants manage Area 1 which consist of Zones 1, 2, 3, and 8.

The RTOP 1 consultants also provide Traffic Signal Operations Specialists (TSOS) that monitor traffic signal

systems from the TMC for both RTOP areas. The RTOP 2 consultants manage Area 2 which consist of Zones 4,

5, 6, and 7. The RTOP 2 consultants are also responsible for website management, data analytics, and reporting.

The RTOP zone boundaries were designated with the goal of balancing the RTOP corridors. The number of

intersections, level of effort required, and geographical region were all factors in designating zone boundaries.

Each zone is managed by a zone manager who has a group of engineers assigned to them. Each consultant

contract also has dedicated signal timing, communications, and maintenance teams that assist all the zone

managers within that area.

3.2.2.2 REGIONAL TRAFFIC SIGNAL OPERATIONS (RTSO)

GDOT manages a RTSO program focused on providing operational and maintenance support for traffic signals

outside of the Metro Atlanta area defined in RTOP. It aims to apply a contextual approach to the active

management of arterials through improved signal operations. RTSO is a newer program that continues to evolve

with a goal of improving and expanding signal communications. This will allow for proactive operations and

maintenance of all traffic signals in Georgia, regardless of their location or ownership.

The RTSO program is comprised of three (3) regions. The regions are defined along GDOT District boundaries.

Region 1 includes Districts 1 and 6; Region 2 includes Districts 3, 4, and a portion of District 7 (Cobb, Douglas,

and Fulton Counties); and Region 3 includes Districts 2, 5 and a portion of District 7 (DeKalb, Rockdale, and

Clayton Counties). The RTSO regions in GDOT currently have a separate consultant contract supporting each of

the regions. These consultant contracts utilize Traffic Signal Operations Engineers (TSOE) to remotely provide

traffic signal monitoring and needed adjustments to the traffic signal systems.


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3.2.2.3 ORGANIZATION

Figure 3-1 depicts the Regional Traffic Signal Operations and Maintenance programs’ organizational structure.

The organizational elements with the dark yellow background are GDOT positions which are described in sub-

section 4.4.1. Those with the grey background are consultant positions which are described in sub-section

4.4.1.3.

FIGURE 3-1: GDOT EXISTING TRAFFIC SIGNAL PROGRAMS ORGANIZATIONAL CHART


APRIL 2019 12

3.2.3 SOFTWARE AND SYSTEMS

Various software products and services are used to support the overall regional traffic signal management

programs. These software products and any interactions between them are identified in Figure 3-2 and are

described in this Section.

FIGURE 3-2: GDOT EXISTING TRAFFIC SIGNAL OPERATIONS APPLICATIONS

3.2.3.1 MAXVIEW AND MAXTIME GDOT currently uses MaxTime for their local traffic signal controller firmware and MaxView for their central traffic

signal management software. These software platforms were selected based on their standardized platform and

their ability to evolve as technology grows.

The MaxTime firmware runs on GDOT traffic signal controllers and is used to control the operation of the

individual traffic signals and associated systems such as pedestrian accommodations, preemption, and

connected vehicle applications. The MaxTime firmware is also being implemented on local agency traffic signal

controllers for operational compatibility.

The MaxView software runs on servers at the TMC as the statewide central traffic signal management software.

It provides a single, consistent interface to manage the operations of all traffic signal systems within the GDOT

network. Some local jurisdictions have stand-alone installations of MaxView on their servers. These stand-alone

installations currently do not communicate with the statewide MaxView software.

MaxView communicates with the MaxTime firmware running on local agency and GDOT traffic signal controllers.

Through this communication, signal systems can be monitored and controlled remotely. It also allows for the

collection of high-resolution signal data to be used for performance monitoring and reporting.


APRIL 2019 13

The MaxView software is also used to operate the GDOT ramp meters installed at entrances to the freeway

system in the metro Atlanta area.

3.2.3.2 OTHER SIGNAL FIRMWARE AND CENTRAL SOFTWARE

Local agencies that do not utilize MaxTime on their traffic signal controllers use other firmware, such as SCATS or

TACTICS, to manage their signals. The firmware being used would communicate to the central software being

used by the agency. As shown in Figure 3-2, these systems do not communicate with the statewide central

software.

3.2.3.3 AUTOMATED TRAFFIC SIGNAL PERFORMANCE MEASURES (ATSPM)

The ATSPM software was originally developed by UTAH DOT. It is an open source software that GDOT has

adopted and modified for their use. ATSPM show real-time and historical functionality at signalized intersections.

The data used for the ATSPM comes from a “data-logger” program that runs in the background of the traffic signal

controller firmware collecting high-resolution signal performance data. ATSPM passes data to MARK.

3.2.3.4 MEASUREMENT, ACCURACY, AND RELIABILITY KIT (MARK)

MARK was developed, based on open source code, to track signal performance measures such as throughput,

arrivals on green, queue spillback rate, split failures, and travel time metrics. It also tracks various volumes by

corridor, equipment uptime, and TEAMS tasks activities. Users can query and view data via the MARK website.

MARK currently tracks data for RTOP signals and signals for some GDOT Districts and local agencies. The goal

is to eventually track signal performance for all Georgia traffic signals in MARK. MARK obtains data from ATSPM,

RITIS, TEAMS, and NaviGAtor.

3.2.3.5 REGIONAL INTEGRATED TRANSPORTATION INFORMATION SYSTEM (RITIS)

RITIS is an automated data fusion and dissemination system that provides an enhanced overall view of the

transportation network. RITIS was developed and operated by the University of Maryland Center for Advanced

Transportation Technology (CATT) Laboratory. RITIS is used to view overall traffic system performance and

trends as well as perform bottleneck and trend analysis when new signals are requested.

3.2.3.6 TRAFFIC ENGINEERING ASSET MANAGEMENT SOFTWARE (TEAMS)

TEAMS is an application that is used for traffic signal system asset management; and task creation and

monitoring. The TEAM tasks activities data is passed to MARK to be accessed via the MARK website. It is also

used to track project and maintenance work. Task types include Malfunction, Incident, Operation, and Preventive

Maintenance. TEAMS also has a reporting function. Incremental changes have been made to the TEAMS

software to address the needs of GDOT.


APRIL 2019 14

3.2.4 CONNECTED VEHICLES AND EMERGING TECHNOLOGY

GDOT started deploying connected vehicle technology along arterials in the Metro Atlanta area and are currently

expanding these deployments to additional signalized intersections within the Metro Atlanta area. These

deployments consist of roadside units (RSU); software applications to produce and transmit signal phasing and

timing (SPaT); and MAP messages to vehicles and systems implemented with connected vehicle technology.


APRIL 2019 15

4 USER-ORIENTED OPERATIONAL CONCEPT DESCRIPTION

This section defines the project mission, vision, and goals from a user perspective to enable users, stakeholders,

regional partners, and system developers to achieve consensus and understanding of how the GDOT Traffic

Signal programs will operate and benefit their interests.

Existing policies and constraints are also identified to understand how they will affect the Traffic Signal programs

and its users. Stakeholders roles and responsibilities are also identified.

4.1 PROJECT MISSION, VISION & GOALS

The following mission, vision, and goals are the driving force behind the use of GDOT resources, consultants, and

partnerships with stakeholders to continually improve traffic signal operations for the benefit of the traveling

public.

4.1.1 MISSION

The Mission of GDOT’s Statewide Traffic Operations and Response Management program is to proactively

manage and maintain traffic signals statewide by leveraging existing and emerging technology.

4.1.2 VISION

The Vision of the GDOT Statewide Traffic Operations and Response Management program is to provide

consistent, safe, reliable, and secure travel through improved traffic signal operations.

4.1.3 GOALS

The following goals guide the statewide operation and maintenance of traffic signals in Georgia. They can be

classified as Safety, Reliability, Efficiency, and Customer Service Goals.

Safety Goals:

• Provide a safe, efficient, and well-maintained statewide traffic signal system

Reliability Goals:

• Facilitate informed data driven decision making through technology

Efficiency Goals:

• Efficiently manage and allocate financial and contract resources

• Provide a flexible, accountable, scalable, and transparent traffic signal program

• Promote collaboration and cooperation between statewide, regional, and local partners

Customer Service Goals:

• Provide a high level of customer satisfaction for traffic signal operations and maintenance


APRIL 2019 16

4.1.4 OBJECTIVES

The objectives identified in this Section are actions the Department may implement to achieve the goals detailed

in Sub-section 4.1.3

• Be proactive in the maintenance and operations of traffic signals

• Utilize data and data analytics to inform decision-making

• Utilize resources and technology to achieve a full situational awareness of traffic signal maintenance and operations

• Be responsive to customer service needs

• Maintain good progression on selected arterials at selected times of day

• Provide safe and consistent signal timing to maximize efficiency and reliability

• Update traffic signal hardware, software, and communications statewide

• Migrate all traffic signals in the state into the State's Traffic Signal Program

• Deploy technology smart corridors

• Increase the Capability Maturity Model level for Georgia's traffic signal systems

• Improve coordination with District offices and local agencies

• Promote open communication with District offices, local agencies, and consultants

• Define success and performance goals of traffic signals based on operational context

• Demonstrate flexibility and responsiveness in the processes, policies, procedures, tactics, strategies, and objectives of the traffic signal program

• Build and maintain public trust

• Keep the public fully informed about the development and operation of the traffic signal system

• Provide facilities at traffic signals to safely and efficiently accommodate all road users

• Operate traffic signal system at its maximum efficiency within the context of a balanced, multimodal operation

• Undertake maintenance in a cost-effective manner

• Coordinate cooperatively with local agencies to develop and implement regional solutions to traffic problems related to regional issues

• Design traffic signal system elements that are sustainable in a fiscally responsible manner

• Sustain a traffic signal infrastructure that is appropriate for accommodating current mobility goals

• Maintain operational efficiency of signal system

• Ensure that traffic signals provide equitable service to all users

• Manage investments through performance measures and useful reports

• Support periodic evaluation and updating of the programs


APRIL 2019 17

Table 4-1 identifies the Goal(s) that each Objective is meant to help achieve.

TABLE 4-1: OBJECTIVE TO GOAL MAPPING

Objectives

Goals

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Be proactive in the maintenance and operations of traffic signals

X X X

Utilize data and data analytics to inform decision-making

X X X X X

Utilize resources and technology to achieve a full situational awareness of traffic signal maintenance and operations

X X X X

Be responsive to customer service needs

X X X

Maintain good progression on selected arterials at selected times of day

X X

Provide safe and consistent signal timing to maximize efficiency and reliability

X X

Update traffic signal hardware, software, and communications statewide

X X X X X

Migrate all traffic signals in the state into the State's Traffic Signal Program

X X X X

Deploy technology smart corridors

X X

Increase the Capability Maturity Model level for Georgia's traffic signal systems

X X X X X


APRIL 2019 18

Objectives

Goals

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Improve coordination with District offices and local agencies

X X

Promote open communication with District offices, local agencies, and consultants

X X

Define success and performance goals of traffic signals based on operational context

X

Demonstrate flexibility and responsiveness in the processes, policies, procedures, tactics, strategies, and objectives of the traffic signal program

X X X X X

Build and maintain public trust

X X X X X

Keep the public fully informed about the development and operation of the traffic signal system

X

Provide facilities at traffic signals to safely and efficiently accommodate all road users

X X

Operate traffic signal system at its maximum efficiency within the context of a balanced, multimodal operation

X

Undertake maintenance in a cost-effective manner

X X X X X


APRIL 2019 19

Objectives

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Coordinate cooperatively with local agencies to develop and implement regional solutions to traffic problems related to regional issues

X

Design traffic signal system elements that are sustainable in a fiscally responsible manner

X X X X X X

Sustain a traffic signal infrastructure that is appropriate for accommodating current mobility goals

X X

Maintain operational efficiency of signal system

X X

Ensure that traffic signals provide equitable service to all users

X

Manage investments through performance measures and useful reports

X X

Support periodic evaluation and updating of the programs

X X X X X

4.2 POLICIES

The following policy and procedure documents may affect or constrain the development, operation, testing, or

maintenance of the system:

• GDOT Procedure 13-6 – IT Development Procedures

• GDOT Policy 6785-1 – Traffic Signals

• GDOT Policy 6785-2 – Left Turn Phasing


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4.3 CONSTRAINTS/CHALLENGES

The following operational constraints or challenges will impact the effectiveness of the Statewide Traffic

Operations and Response Management program in the State of Georgia:

• Some of the local agencies currently have their own installation of traffic signal central software. These local agency central software installations will need to exchange information with the statewide traffic signal central software to be included in the STORM program.

• The STORM program is one of the first operational initiatives funded by the Department. The programs must continue to show value so that they do not lose that priority in the budgeting process.

4.4 STAKEHOLDERS

4.4.1 INTERNAL STAKEHOLDERS

There are many units within GDOT that contribute to the success of the existing Regional Traffic Signal programs

with each having defined roles and responsibilities. Key stakeholder groups within GDOT were identified.

Meetings were scheduled with subject matter experts from each group to gather information on their day-to-day

interaction with the regional traffic signal programs and to collect input on what aspects of the programs work well,

which do not, and what features they would like to incorporate as the program matures. The following

subsections provide an overview of each internal stakeholder group and their corresponding roles and

responsibilities.

4.4.1.1 OFFICE OF TRAFFIC OPERATIONS

The GDOT Office of Traffic Operations is one of the four offices that are part of the Permits and Operations

Division. This office is led by the State Traffic Engineer and is responsible for the coordination of traffic

management and incident management programs. It oversees programs that include traffic signal design,

maintenance, and operations; and ITS and traffic safety. The Office of Traffic Operations’ role is to provide

management of the Georgia traffic signal programs and report the performance of these programs to upper

management.

ASSISTANT STATE TRAFFIC ENGINEER

The Assistant State Traffic Engineer is responsible for the regional traffic signal programs; arterial programs; and

emerging technology.

STATE SIGNAL ENGINEER

The State Signal Engineer is responsible for statewide traffic signal management. Their role is to support District

staff with signal operations and manage the Regional Traffic Signal Operations program currently called RTSO.

ASSISTANT STATE SIGNAL ENGINEERS

There are three (3) Assistant State Signal Engineers who are responsible for the day to day operations and

management of all signal related tasks within the three (3) RTSO regions. This includes managing operations

and maintenance consultant contracts; design contracts; and serving as Subject Matter Experts (SME) for signal

design and construction project reviews.

REGIONAL TRAFFIC OPERATIONS PROGRAM MANAGER

The Regional Traffic Operations Program Manager is responsible for the management of the overall Atlanta Metro

Regional Traffic Signal program referred to as RTOP. This responsibility includes making sure that the different

RTOP areas are run consistently.


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RTOP SUPERVISORS

There are two (2) RTOP Supervisors who are responsible for the day to day operations and management of the

program’s consultant contracts. They serve as the point of contact for traffic signal communication/network

infrastructure, signal design, plan review and ATSPM.

4.4.1.2 INFORMATION TECHNOLOGY DIVISION

The Division of Information Technology is the GDOT division that manages the Department’s new and existing

computer applications and networks; and develops the agency’s IT policy and standards. As such, they have an

integral role in the deployment and maintenance of the applications used in the signal programs.

OFFICE OF IT APPLICATION SUPPORT

The Office of IT Application Support provides IT support and maintenance for GDOT applications and databases

in the production environment. This includes the management of the signal program applications on the servers.

They provide support and resolution when applications and databases encounter issues.

OFFICE OF IT INFRASTRUCTURE

The Office of IT Infrastructure is responsible for the operation and management of the Department’s computer

hardware and system software. They provide network and server services and products in support of the TMC.

This includes managing the network infrastructure out to the Layer 3 switches in the ITS HUBs.

4.4.1.3 TRAFFIC SIGNAL PROGRAM CONSULTANTS

The Traffic Signal Program consultants perform the day to day work of configuring, monitoring, and operating the

traffic signal systems that are a part of the State’s Regional Traffic Signal programs. These day to day

responsibilities, at a minimum, include:

• Provide a skilled work force

• Proactively monitor and manage the traffic signal systems

• Work with GDOT Districts to address their traffic signal needs

• Coordinate and collaborate with Local Agencies

• Coordinate with Community Improvement Districts (CID)

• Share best practices across the different traffic signal programs

• Provide qualified Traffic Signal Operations Specialist staff

• Maintain GDOT’s traffic signal performance management and reporting systems

• Maintain and use GDOT’s traffic signal asset management system

• Maintain and use GDOT’s maintenance and repair ticketing system

• Develop and maintain standard operating procedures (SOP)

• Employ concepts outlined in this document

RTOP AREA PROJECT MANAGERS

The RTOP Area Project Managers are responsible for the management of their consultant contracts and the

engineers and staff working on the RTOP contracts.


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RTOP ZONE MANAGERS

The RTOP Zone Managers are responsible for the operational aspects of the zone that have been assigned to

them. They are consultant staff reporting to their respective RTOP Area Project Managers and lead the

engineers and staff supporting the operational needs of their assigned zone.

RTSO REGION PROGRAM MANAGER

The RTSO Region Program Manager is responsible for the management of their consultant contracts and the

engineers and staff working on the RTSO contracts.

TRAFFIC SIGNAL OPERATIONS SPECIALISTS

The main objective of the Traffic Signal Operations Specialists (TSOS) is to monitor and analyze traffic signals on

identified Atlanta Metro corridors and zones for incidents, congestion, delays, and to take actions required to

remedy any identified deficiencies. TSOS are housed at GDOT’s statewide Transportation Management Center

(TMC). This work is performed during the hours of 6:00 AM - 7:00 PM Monday through Friday and 9:00 AM –

6:00 PM Saturday and Sunday. In addition to normal working hours, TSOS can provide services for planned and

unplanned events.

TRAFFIC SIGNAL OPERATIONS ENGINEERS

The RTSO contractors utilize Traffic Signal Operations Engineers (TSOE). A TSOE, like a TSOS is responsible

for monitoring and analyzing the traffic signal network in their region. However, because RTSO does not have

regional managers in the field, it utilizes engineers in the TSOS role since they must have engineering knowledge

to make changes based on data observed remotely.

4.4.1.4 TRAFFIC SIGNAL PROGRAM MAINTENANCE CONTRACTORS

The Traffic Signal Program Maintenance Contractors perform the day to day maintenance of Traffic Signal system

hardware. GDOT currently has multiple Traffic Signal Maintenance contractors under contract to provide the

resources necessary to provide traffic signal maintenance in any part of the state and supporting the needs of the

different regional traffic signal programs.

4.4.1.5 DISTRICTS

GDOT has seven (7) districts covering the state of Georgia. Districts are responsible for construction,

maintenance, and operations of the transportation system within their geographic areas.

DISTRICT TRAFFIC OPERATIONS

The District Traffic Engineers as part of the District Traffic Operations offices are responsible for the maintenance

and operations of traffic signal systems within their geographic areas. They are also responsible for coordination

with their local agencies on matters related to traffic engineering.

4.4.2 EXTERNAL STAKEHOLDERS

The regional traffic signal programs coordinate and cooperate with other government agencies to achieve a

seamless transportation network across multiple jurisdictions. It also works to relay information to the traveling

public though various mediums to help them make informed decisions that keep traffic moving. Phone surveys

and interviews were conducted with identified external stakeholders to gauge their interaction with the various

current regional traffic signal program functions and to identify any issues. The following subsections provide an

overview of each external stakeholder group and their corresponding roles and responsibilities.


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4.4.2.1 LOCAL AGENCIES

Local agencies include cities and counties within the State of Georgia. A number of these cities and counties own

and operate traffic signal systems within their local jurisdictions. Some local agencies operate their traffic signals

outside of the regional traffic signal programs; some local agencies operate their signals in cooperation with the

regional traffic signal programs; and some local agencies allow the regional traffic signal programs to monitor and

operate their traffic signals.

4.4.2.2 COMMUNITY IMPROVEMENT DISTRICTS

Community Improvement Districts (CID) have been established to provide a means to address the needs for

construction and maintenance of city streets, public transportation, and other governmental services and facilities.

There are currently more than twenty-five (25) CIDs in the state of Georgia. Most of these are within the greater

Atlanta area. There are currently six (6) CIDs established within the City of Atlanta. These are Airport West CID,

Atlanta Downtown Improvement District, Buckhead CID, Little Five Points CID, Midtown Improvement District, and

West End CID.

Various CIDs are actively involved in the regional traffic signal programs.


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5 STATEWIDE TRAFFIC OPERATIONS AND RESPONSE

MANAGEMENT PROGRAM CONCEPT

The Statewide Traffic Operations and Response Management program will build upon and leverage the existing

regional programs (RTOP & RTSO) and expand upon the relationships formed with local agencies and

operational lessons to provide a more proactive and enhanced traffic signal management program statewide.

This section provides an overview of the identified program needs and program concepts.

5.1 PROGRAM NEEDS

Based on information gathered from the stakeholder outreach meetings and surveys, GDOT document reviews,

and traffic signal management best practices, program needs were identified. These needs are documented in

Table 5-1. The needs are classified by functional categories (Administrative, Collaboration, Customer,

Documentation, Maintenance, Operations, Safety, Personnel, Reports & Data, Software, and Technology). Each

program need is assigned a unique reference number. The scheme of the reference number is as follows: the

first character of “N” indicates that it is a “Need;” next is the two-character functional category abbreviation; and

last is a reference number. The reference number for each need does not denote a prioritization.

TABLE 5-1: PROGRAM NEEDS

REF # Needs

Administrative (AD)

N-AD-1 Need to demonstrate that the Traffic Signal Programs are worth the investment.

N-AD-2 Need maintenance contracts to be flexible

N-AD-3 Need to be good stewards of available funding

N-AD-4 Need to investigate additional funding opportunities

N-AD-5 Need to keep qualified products list current

Collaboration (CO)

N-CO-1 Need to collaborate with District Traffic Engineers

N-CO-2 Need to collaborate with Local Agency Traffic Engineers

N-CO-3 Need to develop memorandums of understandings (MOU) with local agencies

N-CO-4 Need to maintain trust and relationships with local agencies

N-CO-5 Need to reestablish the Regional Traffic Operations Task Force (RTOTF)

Customer (CU)

N-CU-1 Need to be responsive to reported issues

N-CU-2 Need to provide consistent customer service

Documentation (DO)

N-DO-1 Need to develop Statewide Standard Traffic Signal Operating Guidelines and Procedures


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REF # Needs

Maintenance (MA)

N-MA-1 Need to maintain electronic records of traffic signal maintenance activities

N-MA-2 Need a more systematic approach to maintenance

N-MA-3 Need comprehensive asset management system

Operations (OP)

N-OP-1 Need to have consistent and context sensitive goals and objectives for each corridor/zone

N-OP-2 Need to optimize signal timing

N-OP-3 Need to proactively monitor the status of traffic signal operations

N-OP-4 Need to monitor device uptime

N-OP-5 Need to apply standard approaches to timing traffic signals to accommodate for multimodal needs

N-OP-6 Need to routinely evaluate staffing levels for each function

N-OP-7 Need to track multimodal performance measures

N-OP-8 Need the flexibility to include roadways in the program on demand

N-OP-9 Need the flexibility to include additional traffic signals in the program on demand

N-OP-10 Need to develop signal timing emergency response plans

N-OP-11 Need to proactively identify, track, and resolve operational issues

N-OP-12 Need to allow for various responses to traffic signal management

Safety (SA)

N-SA-1 Need to monitor and evaluate operational changes for safety impacts

N-SA-2 Need to monitor and evaluate device deployments for safety impacts

N-SA-3 Need to proactively identify potential intersection safety improvement projects

Personnel (PE)

N-PE-1 Need to optimize staffing to support traffic signal operations and maintenance

N-PE-2 Need to have a trained workforce

N-PE-3 Need to have dedicated staff to oversee maintenance for each program

Reports and Data (RD)

N-RD-1 Need to make traffic signal operational data available to third party entities

N-RD-2 Need to share traffic signal operational data with local agencies

N-RD-3 Need to receive real time data from all traffic signal systems in the state

N-RD-4 Need to produce accurate data

N-RD-5 Need to establish baseline data for each traffic signal program Region

N-RD-6 Need to utilize automated reporting tools and data analytics to routinely fine-tune system operation

N-RD-7 Need to routinely evaluate performance measures and their outputs

N-RD-8 Need to have a user friendly, comprehensive reporting system


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REF # Needs

Software (SO)

N-SO-1 Need to standardize traffic signal central software

N-SO-2 Need to maintain and backup intersection signal timings using central software

Technology (TE)

N-TE-1 Need to standardize traffic signal local controller systems

N-TE-2 Need to bring all traffic signals up to a standard platform

N-TE-3 Need to establish and maintain communications to all traffic signal systems in the state

N-TE-4 Need to deploy communication and detection infrastructure statewide

N-TE-5 Need to strategically deploy physical hardware in the field

N-TE-6 Need streamlined remote connectivity to access GDOT network

N-TE-7 Need to establish communications to local partner central software systems

N-TE-8 Need to embrace new and innovative technology

N-TE-9 Need to have additional public IP addresses

N-TE-10 Need to deploy CV/AV technology

N-TE-11 Need to develop corridors to support the deployment of emerging technologies

N-TE-12 Need to analyze and implement physical and cyber security measures

N-TE-13 Need to be continually positioned as a technology HUB

5.2 PROGRAM ORGANIZATION

The STORM program organizational structure is not expected to change from what was depicted in Figure 3-1.

However, the functionality within the structure will evolve to provide seamless management of traffic signals

throughout the state. Staffing needs for the program will be evaluated and adjusted (decreased or increased) to

make sure that as technology, methods, and operational needs evolve the workforce is right sized.

5.3 TRAFFIC SIGNAL MAINTENANCE

Traffic signals and associated devices such as detectors, cameras, and communications play an integral role in

the Department’s ability to monitor operations for the benefit of the traveling public. It is imperative that these

devices are maintained and operational. By tracking and monitoring signal activities and performance, the

Department can proactively address equipment issues before they adversely impact the operations of the traffic

signal system. This ability is greatly enhanced if all signals and associated devices within the state are accessible

through a central software system.

5.3.1 PREVENTATIVE MAINTENANCE

Preventative maintenance programs have been shown to extend the life of traffic signal equipment and decrease

the life cycle cost of traffic signal systems. A preventative maintenance program will be put into place and

enhanced over time to reduce device failures leading to a more reliable and cost-effective system.


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5.3.2 ASSET MANAGEMENT

Tracking traffic signal and associated equipment installation, maintenance, and repair activities will continue to be

an important part of the overall statewide traffic signal management program. A comprehensive asset

management system will allow the Department to evaluate maintenance activities to better identify equipment with

frequent failures, capture actual maintenance costs per device, and make more informed procurement,

maintenance, and support decisions.

5.3.3 LOCAL AGENCY ASSISTANCE

There are many agencies across the state that have and maintain traffic signal systems. These agencies have

various levels of capabilities and resources. The Department provides maintenance assistance and resources to

local agencies to keep their traffic signal systems in a state of good repair and operating efficiently. By continuing

to provide this support, the Department builds upon current relationships and trust with the local agencies and

provides more consistent and reliable traffic signals throughout the state.

5.3.4 AUTOMATED MONITORING AND REMOTE TROUBLESHOOTING

A high level of system uptime and remote troubleshooting are imperative to optimal system operations. Because

it is impractical to physically visit each traffic signal system in the state on a routine basis, it is necessary to utilize

technology to monitor these systems automatically and provide remote diagnostics and troubleshooting for any

issues discovered. Remotely troubleshooting issues not only can sometimes resolve the issue without field

intervention, it also provides technicians additional information required to focus on the necessary resources

required if a field visit is warranted (e.g. is a bucket truck needed or not). When additional Department or local

agency traffic signal systems are brought into the STORM program they will also be monitored, and issues

diagnosed remotely. New monitoring and troubleshooting tools and technologies will be evaluated to see if there

is enhanced functionality that can be cost effectively implemented to expand the monitoring and troubleshooting

capabilities.

5.4 TRAFFIC SIGNAL OPERATIONS

Integrating and expanding the existing traffic signal operations programs into a statewide program will provide a

coordinated, consistent, and efficient approach to traffic signal operations. The critical elements to efficiently

operating a traffic signal system are communication, detection, timing, and coordination. The STORM program

aims to establish and maintain communication to all traffic signal systems in the state allowing for operations to be

more seamlessly integrated. This will be done by standardizing traffic signal central software, traffic signal local

controller firmware, and deploying communication and detection infrastructure statewide. Standardizing traffic

signal systems across the state, would allow any system to be added and managed on demand when conditions

warrant.

5.4.1 PROACTIVE OPERATIONS

The program’s traffic signal systems will be proactively monitored to identify any operational issues or trends,

which may degrade the operations of those systems and the associated corridors. Once operational issues are

identified they can be evaluated, and corrective actions can be remotely applied to resolve the issues. Corrective

actions may be temporarily applied to resolve an abnormal condition which returns to normal or permanently

applied when the condition becomes the new normal.


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The TSOS, TSOE, and other traffic signal operations staff will have access to the MaxView software and video

from intersection cameras to view the status and operations of the traffic signal system. This team will also have

access to the ATSPM and TEAMS website, which will provide them with current and historical performance data

used to determine trends that can be proactively mitigated.

5.4.2 SYSTEM EFFICIENCY

The intent of maintaining and increasing system efficiency is to provide optimal system performance through

context appropriate operational objectives. These may include reducing delay, eradicating wasted green time,

increasing throughput, minimizing pedestrian delays, providing progression, and safe travel. With multiple

resources often interacting with a traffic signal, it is important to maintain a repository of how a traffic signal should

be operating and a log of changes that were made. This ensures that the signal is operating in the way it is

intended and designed and as efficiently as it can. Measuring the performance of traffic signals on an automated

basis provides for a situational intelligence that allows resources to be allocated to where operational intervention

is warranted, as compared to just on an arbitrary time basis. It is also important that the operational context of a

traffic signal be what defines how performance is measured. Additionally, maintaining operations and efficiency

during construction is imperative for ensuring optimal system efficiency.

5.4.3 COORDINATION AND SIGNAL SYSTEMS

Outcomes for coordinated timing and system operations are achieved through context driven signal-timing

strategies. Consistent approaches to the timing and operation of coordinated systems provides for consistent

operations across regional lines as well as maintaining driver expectations. Additionally, context of a system can

be applied to best engineer the coordination of a signal system to meet the objectives of that system.

5.4.4 GENERAL DESIGN AND SPECIFICATIONS

Comprehensive and agile design guidelines help to provide for consistent design of traffic signals across the

state, helping to provide consistency for drivers. There is also increased efficiency in the operations and

maintenance of traffic signals in that uniformity in their construction reduces the need for additional specialized

training based on the location of a traffic signal. Consistent maintenance and operations of traffic signals is

accomplished through uniform design.

5.5 SOFTWARE AND SYSTEMS

This Section builds upon the current software products and services used to support the overall regional traffic

signal management programs identified in sub-section 3.2.3. In addition to those software products and

interactions, new ones are identified in Figure 5-1 and described in this Section.


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FIGURE 5-1: GDOT PROPOSED TRAFFIC SIGNAL OPERATIONS APPLICATIONS

5.5.1 CENTER TO CENTER

Center to Center (C2C) is the name given to software systems designed to share similar transportation related

data from similar and dis-similar systems. This software is based on national Traffic Management Data Dictionary

(TMDD) standards. GDOT and some local agencies are currently operating independent traffic signal central

systems and C2C is a way to share information between these systems. C2C can also be used to share

transportation data with external entities.

5.5.2 THIRD PARTY DATA FEED

With the advancement of externally developed transportation related applications and research there is a need to

provide as much information about the traffic signal system as feasibly possible making sure to protect personal

identifiable information (PII). Having access to the traffic signal system data will allow third parties to develop

applications, metrics, evaluate trends, etc. Data sharing can be done using C2C.

5.6 CONNECTED VEHICLES AND EMERGING TECHNOLOGY

GDOT is building upon its current connected vehicle program to increase deployments within the Metro Atlanta

area and throughout the state. GDOT has a planned deployment of up to 1,700 Roadside Units (RSUs) to

complement the RSUs already deployed. As GDOT moves forward, additional connected vehicle solutions will be

evaluated and deployed where specific needs can be addressed when traditional solutions are inadequate.

However, GDOT expects to blend traditional ITS technologies with Connected Vehicle to create a connected

corridor capable of supporting Connected and Automated Vehicles. As Connected Vehicle deployments move


APRIL 2019 30

toward ubiquity, the need for traditional ITS technologies will decrease. The additional deployments will be

focused on the needs of the Department and local stakeholders.

GDOT wants to identify corridors where additional infrastructure can be deployed in order to be prepared to

quickly and efficiently deploy and test emerging technology.

5.7 PROGRAM SUMMARY

Successfully implementing the Statewide Traffic Operations and Response Management program operational

concepts positions the Department to efficiently address any issue or scenario that may arise. It is expected that

this proactive approach to maintenance, monitoring, and operations on a day to day basis will allow the

Department to address issues before they even become an issue or be in a position to address more complicated

issues with ease.


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6 PERFORMANCE MEASURMENT

An initial set of performance measures that could be used to evaluate the success of the Statewide Traffic

Operations and Response Management program are shown in Table 6-1. Feasible and practical targets for some

of these performance measures will need to be established. Over time, these performance measures and their

target output should be reviewed to see if they are providing the expected results for the program. Additional

performance measures should be evaluated and implemented if they can add value to the program.

Consideration should be given to the need for adequate base line data to validate the performance measure and

target.

It should be noted that different performance measures or targets may need to be applied to different

intersections or corridors based upon the operational conditions of those traffic signals and traffic signal systems.

TABLE 6-1: PERFORMANCE MEASURES

Metric Target Goal Categories

Proactive maintenance

versus reactive

maintenance.

Allocate 70% of maintenance resources to proactive

maintenance activities. • Safety

• Reliability

• Efficiency

Travel Time Index (TTI) Feasible and practical targets will need to be

determined. • Safety

• Reliability

• Efficiency

Planning Time Index (PTI) Feasible and practical targets will need to be


• Reliability

• Efficiency

Overall device uptime Maintain 95% device uptime. • Safety

• Reliability

• Efficiency

Vehicle Detection

Functioning

Maintain 95% of vehicle detection at traffic signals at all

times, even during construction. • Safety

• Reliability

• Efficiency

• Customer Service

Pedestrian Detection

Functioning

Maintain 95% of pedestrian detection at traffic signals at

all times, even during construction. • Safety

• Reliability

• Efficiency


Ground Preventative

Maintenance Performed

Perform ground preventative maintenance semi-annually

at all signals • Safety

• Reliability

• Efficiency

Aerial Preventive

Maintenance Performed

Perform aerial preventative maintenance annually at all

signals. • Safety

• Reliability

• Efficiency


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Metric Target Goal Categories

Throughput Sustained or increased throughput during peak hours • Safety

• Reliability

• Efficiency


Arrival on Green Feasible and practical targets will need to be


• Reliability

• Efficiency


Spillback Rate Feasible and practical targets will need to be


• Reliability

• Efficiency


Split Failures Feasible and practical targets will need to be


• Reliability

• Efficiency


Response Time of

Maintenance Work Orders

Respond to and resolve maintenance work orders within

one (1) day. • Safety

• Reliability

• Efficiency


Signals Communicating with

Central System

Maintain 95% signal communications with central

system. • Safety

• Reliability

• Efficiency

Response time for

Emergency calls

Respond to all emergency events within four (4) hours. • Safety

• Reliability

• Efficiency


Response time for General

Service calls

Respond to and resolve general service calls within four

(4) days. • Safety

• Reliability

• Efficiency



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APPENDIX A - 13-6 – IT DEVELOPMENT PROCEDURES


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APPENDIX B - 6785-1 – TRAFFIC SIGNALS


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APPENDIX C - 6785-2 – LEFT TURN PHASING


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